On-vehicle control device

ABSTRACT

An on-vehicle control device includes: a control unit that controls an attitude of a vehicle based on a value of a behavior sensor that detects a behavior of the vehicle, and prohibits control based on the behavior sensor when the value of the behavior sensor exceeds a threshold; and a travel environment determination unit that determines a travel environment of the vehicle based on image information captured by a camera, and in which the control unit changes the threshold to a lower value based on the travel environment determined by the travel environment determination unit.

TECHNICAL FIELD

The present invention relates to an on-vehicle control device.

BACKGROUND ART

Behavior sensors such as a yaw rate sensor and an acceleration sensorthat detect behaviors of a vehicle are mounted on the vehicle. Further,an attitude of the vehicle is controlled based on values of the behaviorsensors, and the behavior sensors are made redundant, for example,duplicated for safety reasons.

For example, PTL 1 discloses a device which includes a magnetic sensordetecting magnetism of a magnetic marker embedded in a road and a camerarecognizing a white line are provided and in which both the magneticsensor and the camera output lateral displacement distances, and theequivalent function is replaced with the camera when the magnetic sensoris determined to be faulty.

The vehicle is under the influence of high temperature and vibration,and there is a case where the behavior sensor mounted on the vehicleinputs an incorrect value for a fixed period due to a temporary faultcaused by noise or the like. If control intervention is performed basedon this sensor value, there is a risk that control such as unintendedbrake may be performed. Thus, it is required not to perform the controlintervention based on the incorrect value of the behavior sensor.

CITATION LIST Patent Literature

PTL 1: JP H9-245298 A

SUMMARY OF INVENTION Technical Problem

In the device of PTL 1, it is difficult to suppress the controlintervention based on the incorrect value of the behavior sensor.

Solution to Problem

According to one aspect of the present invention, an on-vehicle controldevice includes: a control unit that controls an attitude of a vehiclebased on a value of a behavior sensor that detects a behavior of thevehicle, and prohibits control based on the behavior sensor when thevalue of the behavior sensor exceeds a threshold; and a travelenvironment determination unit that determines a travel environment ofthe vehicle based on image information captured by a camera, in whichthe control unit changes the threshold to a lower value based on thetravel environment by the travel environment determination unit.

Advantageous Effects of Invention

According to the present invention, it is possible to suppress controlintervention based on an incorrect value of the behavior sensor.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is an overall configuration diagram illustrating an on-vehicledevice and a vehicle.

FIG. 2 is a block diagram of a threshold calculation unit.

FIG. 3 is a time chart illustrating an output of a general yaw ratesensor and a default threshold.

FIG. 4 is a time chart illustrating the output of the yaw rate sensorand a threshold change according to the present embodiment.

FIG. 5 is a view for describing a fault-tolerant time interval.

FIG. 6 is a view illustrating a general travel model of a vehicle basedon a yaw rate sensor.

FIG. 7 is a view illustrating a travel model of a vehicle based on theyaw rate sensor according to the present embodiment.

FIG. 8 is a view illustrating a general travel model of a vehicle basedon a longitudinal G sensor.

FIG. 9 is a view illustrating a travel model of a vehicle based on thelongitudinal G sensor according to the present embodiment.

FIG. 10 is a view illustrating an example of travel environmentinformation created by a travel environment information creation unit.

FIG. 11 is a view illustrating an example of a threshold table.

FIG. 12 is a flowchart illustrating processing of a travel environmentdetermination unit.

FIG. 13 is a flowchart illustrating processing of a control unit.

FIG. 14 is a view illustrating an operation sequence of the on-vehiclecontrol device.

DESCRIPTION OF EMBODIMENTS

Hereinafter, embodiments of an on-vehicle control device according tothe present invention will be described with reference to the drawings.

FIG. 1 is an overall configuration diagram illustrating an on-vehiclecontrol device 1 and a vehicle 30. The on-vehicle control device 1includes a travel environment determination unit 10 and a control unit20. The on-vehicle control device 1 is mounted on the vehicle 30.

The travel environment determination unit 10 includes a camera 11, animage recognition unit 12, and a travel environment information creationunit 13. The camera 11 is, for example, a stereo camera that captures afront side of the vehicle 30 in a traveling direction. Image informationcaptured by the camera 11 is input to the image recognition unit 12. Theimage recognition unit 12 recognizes the image information, andrecognizes how many meters of a straight road a front road where thevehicle is traveling corresponds to and how many meters ahead there isan obstacle on the front side (a vehicle or the like on the front side).In addition, the image recognition unit 12 obtains a frictioncoefficient of a road surface on which the vehicle is traveling based onthe image information. The friction coefficient of the road surface isobtained, for example, by providing a deflection filter in the camera11, comparing image information of light passing through the deflectionfilter with a value, obtained by applying a filter such as Fouriertransform on the image information of light not passing through thedeflection filter, and referring to a dictionary in which a result ofthe comparison and a friction coefficient μ of the road surface havebeen recorded. As a result, it is recognized whether or not the road onwhich the vehicle is traveling is difficult to slip.

The information indicating the straight road, the information indicatingthe friction coefficient μ of the road surface, and the like, which havebeen recognized by the image recognition unit 12, are input to thetravel environment information creation unit 13. Vehicle informationsuch as a steering angle is also input from the vehicle 30 to the travelenvironment information creation unit 13. The travel environmentinformation creation unit 13 creates travel environment information,which will be described later, based on the input information. Forexample, if a straight road of a total length of 100 m has beenrecognized by the image recognition and the steering angle according tothe vehicle information is zero, travel environment informationindicating that the road is the straight road of 100 m with highreliability is created. The created travel environment information isinput to the control unit 20.

The control unit 20 includes a threshold calculation unit 21 and acontrol value calculation unit 22. The threshold calculation unit 21obtains and outputs a control threshold based on the travel environmentinformation input from travel environment information creation unit 13and sensor information input from a behavior sensor 32 of the vehicle30. The behavior sensor 32 is a yaw rate or a longitudinal G sensor ofthe vehicle. In general, the control unit 20 sets a default threshold toan output value of the behavior sensor 32 such that control interventionbased on the behavior sensor 32 is not performed when a large sensorvalue exceeding the default threshold is output due to a fault of thebehavior sensor 32 or the like. The default threshold is a defaultthreshold set in advance. Further, in the present embodiment, forexample, when the travel environment is favorable and sensor informationof a value, equal to or less than the default threshold but is large, isoutput from the behavior sensor 32, the control unit 20 regards thesensor information as an incorrect value. The incorrect value of thebehavior sensor 32 is temporarily output due to the influence of hightemperature, vibration, noise, or the like. In this case, in the presentembodiment, the default threshold is changed to a control thresholdhaving a lower value, and the control intervention by the control unit20 is suppressed, thereby suppressing the control intervention based onthe incorrect value of the behavior sensor 32 and promoting functionalsafety. Here, the control intervention is a concept that also includesexecution of various types of control based on the sensor information.

The control threshold from the threshold calculation unit 21 and thesensor value from the behavior sensor 32 are input to the control valuecalculation unit 22. When no control threshold is input from thethreshold calculation unit 21, the control value calculation unit 22controls the actuator 31 of the vehicle 30 based on the input sensorvalue if the sensor value input from the behavior sensor 32 is equal toor less than the default threshold. Incidentally, the actuator 31 is anactuator used for brake control, engine drive control, and the like. Onthe other hand, when the control threshold is input from the thresholdcalculation unit 21, the control value calculation unit 22 changes thedefault threshold of the sensor to a lower control threshold, and as aresult, control intervention due to the temporarily incorrect value ofthe behavior sensor 32 is suppressed.

The vehicle 30 includes the actuator 31 and the behavior sensor 32.Further, the vehicle 30 includes a control system such as an electronicstability control device (not illustrated) controlled by an actuator 31and an anti-block brake system (ABS).

FIG. 2 is a block diagram of the threshold calculation unit 21.

The threshold calculation unit 21 includes a CAN decoder 211, anarithmetic unit 212, and a threshold table 213. The CAN decoder 211decodes travel environment information of a CAN data format, which hasbeen input from the travel environment information creation unit 13based on the sensor information input from behavior sensor 32, andoutputs the travel environment data obtained by decoding to thearithmetic unit 212. In addition, the CAN decoder 211 outputs a sensoridentifier to the threshold table 213.

The arithmetic unit 212 converts the travel environment information intoa format of a condition parameter including Condition 1 to Condition 3and outputs the converted information to the threshold table 213. Thethreshold table 213 is a table storing control thresholds associatedwith sensor identifiers and condition parameters, respectively, andoutputs a control threshold that matches the input sensor identifier andcondition parameter. Details of the threshold table 213 will bedescribed later.

FIG. 3 is a time chart illustrating an output of a general yaw ratesensor and a default threshold, and FIG. 4 is a time chart illustratingthe output of the yaw rate sensor and a threshold change according tothe present embodiment. The horizontal axes in FIGS. 3 and 4 representtime, and the vertical axes represent an output value of the yaw ratesensor, and FIGS. 3 and 4 illustrate an example in which the vehicle hastraveled on a curve until time ta, a straight road between time ta andtime tb, and then, a curve.

As illustrated in FIG. 3 , a yaw rate sensor value along with thetraveling of the vehicle 30 varies with time. In general, a defaultthreshold is provided for the output value of the yaw rate sensor suchthat the output of the yaw rate sensor is prohibited when a large sensorvalue exceeding a default threshold s2 is output due to a fault or thelike of the yaw rate sensor. A threshold s1 is the smallest value atwhich control intervention starts, and the control in accordance withthe output value of the yaw rate sensor is performed in a range from thethreshold s1 to the default threshold s2. The control intervention isprohibited at a value exceeding the default threshold s2, which ishandled as an obvious fault of the sensor. In general, when the sensorvalue is equal to or more than the threshold s1 in a range of notexceeding the default threshold s2 even in a case where the vehicle 30is traveling on a straight road, the control intervention by the controlsystem of the vehicle is performed.

In the present embodiment, the default threshold is changed to thecontrol threshold when the vehicle 30 is traveling on the straight roadas illustrated in FIG. 4 . That is, the default threshold s2 is changedto a threshold s3 between time ta and time tb. During this period, thecontrol intervention is performed between the threshold s1 and thethreshold s3, and the control intervention is not performed when thesensor value exceeds the threshold s3. Incidentally, it is also possibleto change the default threshold s2 to the threshold s1, and in thiscase, the control intervention is not performed when the sensor valueexceeds the threshold s1. In this manner, when the travel environment isfavorable, it is possible to suppress the control intervention based onthe incorrect value temporarily output from the behavior sensor 32 dueto the influence of high temperature, vibration, noise, or the like.

FIG. 5 is a view for describing a fault-tolerant time interval (FTTI).

In FIG. 5 , the horizontal axis represents a lapse of time. A case wherethe vehicle 30 is normally operated and a fault has occurred at time t1is illustrated. After the fault at time t1, an abnormality occurs in thevehicle 30 at time t2. After diagnosis, a fault is detected at time t3.After fail safe, the state is shifted to a safe state. A time from theoccurrence of the fault to transition to the safe state is called thefault-tolerant time interval FTTI. The fault-tolerant time interval FTTIcan be expressed as the sum of a fault detection time F1 from thediagnosis of the occurrence of the fault to the detection of the faultand a fault reaction time F2 from the detection of the fault to thetransition to the safe state.

FIG. 6 is a view illustrating a general travel model of the vehicle 30based on the yaw rate sensor, and FIG. 7 is a view illustrating a travelmodel of the vehicle 30 based on the yaw rate sensor according to thepresent embodiment. In FIGS. 6 and 7 , a travel path of the vehicle 30is the same, and FIGS. 6 and 7 illustrate an example in which thevehicle 30 has traveled on a straight road until time t4, and then, acurve.

As illustrated in FIG. 6 , a time between time t1 and time t4corresponds to the fault-tolerant time interval FTTI. It is assumed thatan incorrect value of the yaw rate sensor is generated counterclockwisein the vehicle 30 at time t1. The incorrect yaw rate sensor value istransmitted to the control unit. In order to return a position of thevehicle 30 based on the incorrect value after a certain period of time,the electronic stability control device, which is not originallyrequired, is activated, and the vehicle 30 is controlled to rotateclockwise. Diagnosis is performed between time t2 and time t3, and as aresult of the diagnosis, it is detected that the yaw rate sensor isfaulty, fail safe is performed between time t3 and time t4, and controlintervention using the yaw rate sensor is prohibited after time t4.

In the present embodiment, as illustrated in FIG. 7 , an incorrect valueof the yaw rate sensor is generated counterclockwise in the vehicle 30at time t1, and the incorrect yaw rate sensor value is transmitted tothe control unit. Meanwhile, when determining that the vehicle 30 istraveling on the straight road, the control unit prohibits the controlintervention based on the incorrect yaw rate sensor value at time t2′.Further, diagnosis is performed, and as a result of the diagnosis, it isdetected that the yaw rate sensor is faulty, fail safe is performedbetween time t3 and time t4, and control intervention using the yaw ratesensor is prohibited after time t4.

FIG. 8 is a view illustrating a general travel model of the vehicle 30based on a longitudinal G sensor, and FIG. 9 is a view illustrating atravel model of the vehicle 30 based on the longitudinal G sensoraccording to the present embodiment. In FIGS. 8 and 9 , a travel path ofthe vehicle 30 is the same, there is no obstacle on the travel path, andthe friction coefficient μ of the road is set to a friction coefficientthat does not hinder travel.

As illustrated in FIG. 8 , a time between time t1 and time t4corresponds to the fault-tolerant time interval FTTI. It is assumed thata driver lightly depresses a foot brake at time t1. At this time, ifassuming that an incorrect longitudinal G sensor value has beengenerated, this value is transmitted to the control unit, for example,it is determined as sudden brake, and the ABS, which is not originallyrequired, is activated so as not to lock tires. Diagnosis is performedbetween time t2 to time t3, and as a result of diagnosis, it is detectedthat the longitudinal G sensor is faulty, fail safe is performed betweentime t3 and time t4, and control intervention using the longitudinal Gsensor is prohibited after time t4.

In the present embodiment, it is assumed that the driver lightlydepresses the foot brake at time t1 as illustrated in FIG. 9 . At thistime, if assuming that an incorrect longitudinal G sensor value isgenerated, this value is transmitted to the control unit. Meanwhile, thecontrol unit determines that the vehicle 30 is traveling on a roadhaving no obstacle and having a friction coefficient that does nothinder travel, and prohibits the control intervention based on theincorrect longitudinal G sensor value at time t2′ Then, diagnosis isperformed, and as a result of diagnosis, it is detected that thelongitudinal G sensor is faulty, fail safe is performed between time t3and time t4, and control intervention using the longitudinal G sensor isprohibited after time t4.

FIG. 10 is a view illustrating an example of travel environmentinformation created by the travel environment information creation unit13. The travel environment information creation unit 13 creates thetravel environment information illustrated in FIG. 10 based oninformation indicating a straight road and information indicating thefriction coefficient μ of a road surface, which have been recognized bythe image recognition unit 12, and vehicle information such as asteering angle from the vehicle 30.

Travel environment information C1 on the first row of FIG. 10 indicatesan example of travel environment data including a CAN ID and Data 1 toData 3. The travel environment information C1 indicates that Data 1 is astraight road, Data 2 is 100 m, and Data 3 is the reliability of 90%.That is, the image recognition unit 12 recognizes that the front side ofthe vehicle 30 is the 100 m straight road, and indicates that thereliability of recognition is 90%. Incidentally, the determination onwhether the road is a straight road may also be made additionallyconsidering the steering angle of the vehicle information.

Travel environment information C2 indicates that there is an obstacle(such as a preceding vehicle) at a distance of 80 m on the front side,and the reliability is 99%. Travel environment information C3 indicatesthat the friction coefficient μ of the road surface on the front side is0.60 and the reliability is 70%. Here, the reliability represents thereliability of recognition based on a time when an obstacle and a laneare continuously recognized. For example, there is a higher possibilityof noise as the recognition time is shorter, and the reliability islower. Conversely, the recognition is more stable as the recognitiontime is longer, and the reliability is higher. In addition, for example,if the 100 m straight road is recognized based on the image and thesteering angle according to the vehicle information is zero, thereliability is increased.

FIG. 11 is a view illustrating an example of the threshold table 213 ofthe threshold calculation unit 21.

The travel environment information is converted into the format of thecondition parameter including Conditions 1 to 3 by the arithmetic unit212, and is input to the threshold table 213. In addition, the sensoridentifier is input from the CAN decoder 211 to the threshold table 213.The threshold table 213 stores the control threshold to be output inaccordance with the input sensor identifier and condition parameter.When the sensor identifier is the yaw rate sensor and the conditionparameter is a straight road of 100 m or longer, information D1 in thefirst row of FIG. 11 indicates that the control threshold of the yawrate sensor is 30%. Incidentally, this case corresponds to the favorabletravel environment, and the control threshold may be set to 0% regardingthat, even if there is an output of the yaw rate sensor, the output isan incorrect output value.

In information D2 to information D3, a linear distance is shorter than100 m, and the control threshold is increased accordingly. InformationD4 indicates that the control threshold of the longitudinal G sensor isset to 50% when the sensor identifier is the longitudinal G sensor andthere is an obstacle on the front side 30 m or farther ahead. Ininformation D5 to information D6, when there is an obstacle on the frontside within 30 m, the control threshold is increased in accordance withthe friction coefficient of the road surface.

Incidentally, the reliability (Data 3) of the travel environment dataillustrated in FIG. 10 is not used in the threshold table 213illustrated in FIG. 11 , but may be used. For example, the controlthreshold to be output is multiplied by % indicating the reliability,and the resultant is output as the control threshold. Specifically, whenthe control threshold of the yaw rate sensor is 30% and the reliabilityis 90%, the control threshold of the yaw rate sensor×30%×90% is outputas the control threshold.

FIG. 12 is a flowchart illustrating processing of the travel environmentdetermination unit 10.

In Step S40 of FIG. 12 , image information captured by the camera 11 isacquired. In Step S41, the image recognition unit 12 recognizes theimage information, and recognizes how many meters the straight roadwhere the vehicle is traveling and how many meters ahead there is anobstacle on the front side. In addition, a friction coefficient of theroad is obtained based on the image information of a road surface.

In Step S42, the travel environment information creation unit 13 createsthe travel environment information described in FIG. 10 based on therecognized image information and the input vehicle information. Further,the created travel environment information is output to the control unit20 in the data format of CAN in Step S43. Thereafter, the processingreturns to Step S40 to repeat the process. As a result, the recognizedstraight road, the front obstacle, the friction coefficient of roadsurface, and the like are quantified as the travel environmentinformation, and are output to the control unit 20 at a constantly setcycle.

FIG. 13 is a flowchart illustrating processing of the control unit 20.

In Step S50 of FIG. 13 , the travel environment information input fromthe travel environment information creation unit 13 and the sensorinformation of the behavior sensor 32 input from the vehicle 30 areacquired. In Step S51, the threshold table 213 illustrated in FIG. 11 isreferred to based on the sensor identifier and the condition parameterbased on the travel environment information. In Step S52, it isdetermined whether there is an input of a condition parameter matchingthe threshold table 213, and the processing proceeds to Step S53 whenthere is the input of the matching condition parameter, that is, whenthe threshold is to be changed. In Step S53, the control threshold withthe matching condition parameter and sensor identifier is read from thethreshold table 213 and output. Further, the default threshold of thesensor is changed to the control threshold in Step S54, and theprocessing proceeds to Step S55. The processing also proceeds to StepS55 when there is no input of the condition parameter matching thethreshold table 213 in Step S52. Although the actuator 31 is controlledbased on the sensor value output from the behavior sensor 32 in StepS55, no control intervention is performed when the sensor value exceedsthe control threshold when the default threshold of the sensor has beenchanged to the control threshold.

For example, when it is output that the control threshold of the yawrate sensor is set to 30% in the case of the straight road of 100 m orlonger according to the information D1 of the threshold table 213illustrated in FIG. 11 , the control threshold is changed to a value of30% of the default threshold in Step S54. Further, the controlintervention is not performed when the value of the yaw rate sensorexceeds the control threshold in Step S55. In addition, for example,when it is output that the control threshold of the longitudinal Gsensor is set to 50% in a case where there is an obstacle on the frontside 30 m or farther ahead according to the information D4 of thethreshold table 213 illustrated in FIG. 11 , the control threshold ischanged to a value of 50% of the default threshold in Step S54. Further,the control intervention is not performed when the value of thelongitudinal G sensor exceeds the control threshold in Step S55.

FIG. 14 is a view illustrating an operation sequence of the on-vehiclecontrol device.

The travel environment determination unit 10 acquires vehicleinformation such as a steering angle from the vehicle and imageinformation from the camera 11. Further, the image information isrecognized, and travel environment information of the vehicle 30 iscreated with reference to the vehicle information and is output to thethreshold calculation unit 21. The threshold calculation unit 21 outputsthe control threshold with reference to the threshold table 213 based onthe travel environment information and the sensor information from thevehicle 30. When no control threshold is input from the thresholdcalculation unit 21, the control value calculation unit 22 controls theactuator 31 of the vehicle 30 based on the input sensor value. Inaddition, when the control threshold is input from the thresholdcalculation unit 21, the control value calculation unit 22 changes thedefault threshold of the sensor to a lower control threshold, and as aresult, control intervention due to the temporarily incorrect value ofthe behavior sensor 32 is suppressed.

According to the present embodiment, the image information of the cameratypically mounted on the vehicle is recognized to suppress the controlintervention when the travel environment of the vehicle is favorable,and thus, it is possible to suppress the control intervention based onthe temporarily incorrect value of the sensor without multiplexingsensors to be mounted.

According to the above-described embodiment, the following operationaleffects are obtained.

(1) The on-vehicle control device 1 includes: the control unit 20 thatcontrols an attitude of the vehicle 30 based on a value of the behaviorsensor 32 that detects a behavior of the vehicle 30, and prohibitscontrol based on the behavior sensor 32 when the value of the behaviorsensor 32 exceeds a threshold; and the travel environment determinationunit 10 that determines a travel environment of the vehicle 30 based onimage information captured by the camera 11, and in which the controlunit 20 changes the threshold to a lower value based on the travelenvironment by the travel environment determination unit 10. As aresult, the control intervention based on the incorrect value of thebehavior sensor 32 can be suppressed.

(2) The control unit 20 changes the threshold to a lower value when thetravel environment is a predetermined travel environment. As a result,the control intervention based on the incorrect value of behavior sensor32 can be suppressed in accordance with the predetermined travelenvironment.

(3) The behavior sensor 32 is the yaw rate sensor that detects a yawrate of the vehicle 30, and the control unit 20 changes the threshold ofthe yaw rate sensor to a lower value when the travel environmentdetermination unit 10 determines that the vehicle 30 is traveling on astraight road. As a result, it is possible to suppress the controlintervention based on the incorrect value of the yaw rate sensor whilethe vehicle 30 is traveling on the straight road.

(4) The travel environment determination unit 10 acquires information ona steering angle from the vehicle 30 in addition to the imageinformation captured by the camera 11, and determines that the vehicle30 is traveling on a straight road. As a result, it is possible to morereliably determine that the vehicle 30 is traveling on the straightroad.

(5) The behavior sensor 32 is an acceleration sensor that detects alongitudinal acceleration of the vehicle 30, and the control unit 20changes the threshold of the acceleration sensor to a lower value whenthe travel environment determination unit 10 determines that a distancebetween the vehicle 30 and the obstacle ahead is equal to or longer thana predetermined distance. As a result, it is possible to suppress thecontrol intervention based on the incorrect value of the accelerationsensor while the vehicle 30 is traveling on a road having no obstacle onthe front side.

(6) The travel environment determination unit 10 determines a frictioncoefficient of a road on which the vehicle 30 is traveling based on theimage information captured by the camera 11, and the control unit 20changes the threshold of the acceleration sensor to a lower value inaccordance with the friction coefficient of the road. As a result, it ispossible to suppress the control intervention based on the incorrectvalue of the acceleration sensor during travel on a road having a highfriction coefficient.

(7) The threshold table 213 is further provided to store the travelenvironment determined by the travel environment determination unit 10in association with the threshold, which needs to be changed to a lowervalue, of the behavior sensor 32, and the control unit 20 reads thethreshold, which needs to be changed to a lower value in accordance withthe travel environment, from the threshold table 213 and changes thethreshold. As a result, the threshold can be changed in accordance withthe travel environment.

Modified Example

The present invention can be implemented by modifying theabove-described embodiment as follows.

(1) The description has been given with the example in which theon-vehicle control device 1 includes the travel environmentdetermination unit 10 and the control unit 20 and performs theprocessing illustrated in the flowcharts of FIGS. 12 and 13 . However,programs illustrated in these flowcharts may be realized by executionusing a computer that includes a CPU, a memory, and the like. Further,these programs may be supplied as various forms of computer-readablecomputer program products such as a recording medium and a data signal(carrier wave).

(2) The description has been given regarding the configuration in whichthe travel environment determination unit 10 includes the camera 11, theimage recognition unit 12, and the travel environment informationcreation unit 13. However, the camera 11 may be configured as a lens ofa camera, and a portion corresponding to the travel environmentdetermination unit 10 having the functions of the image recognition unit12 and the travel environment information creation unit 13 may beconfigured as a camera or a stereo camera.

The present invention is not limited to the above-described embodiments,and other modes, which are conceivable inside a scope of a technicalidea of the present invention, are also included in a scope of thepresent invention as long as characteristics of the present inventionare not impaired. In addition, the invention may be configured bycombining the embodiments and modified examples.

The disclosed content of the following priority application isincorporated herein as the citation.

Japanese Patent Application No. 2017-026757 (filed on Feb. 16, 2017)

REFERENCE SIGNS LIST

-   1 on-vehicle control device-   10 travel environment determination unit-   11 camera-   12 image recognition unit-   13 travel environment information creation unit-   20 control unit-   21 threshold calculation unit-   22 control value calculation unit-   31 actuator-   32 behavior sensor-   211 CAN decoder-   212 arithmetic unit-   213 threshold table

The invention claimed is:
 1. An on-vehicle control device comprising: acontrol unit that controls an attitude of a vehicle based on a value ofa behavior sensor that detects a behavior of the vehicle, and prohibitscontrol via a control intervention based on the behavior sensor when thevalue of the behavior sensor exceeds a threshold; and a travelenvironment determination unit that determines a travel environment ofthe vehicle, wherein the behavior sensor is an acceleration sensor thatdetects a longitudinal acceleration of the vehicle, the control unitchanges the threshold of the acceleration sensor to a lower value whenthe travel environment determination unit determines that a distancebetween the vehicle and an obstacle on a front side is longer than adistance stored in the on-vehicle control device, the controlintervention is suppressible based on an incorrect value of theacceleration sensor while the vehicle is traveling on a road having noobstacle on the front side; and the travel environment determinationunit includes at least a camera.
 2. The on-vehicle control deviceaccording to claim 1, wherein the control unit changes the threshold toa lower value when the travel environment is a predetermined travelenvironment.
 3. The on-vehicle control device according to claim 1,wherein the behavior sensor is a yaw rate sensor that detects a yaw rateof the vehicle, and the control unit changes the threshold of the yawrate sensor to a lower value when the travel environment determinationunit determines that the vehicle is traveling on a straight road.
 4. Theon-vehicle control device according to claim 3, wherein the travelenvironment determination unit acquires information on a steering anglefrom the vehicle in addition to the image information captured by thecamera to determine that the vehicle is traveling on the straight road.5. The on-vehicle control device according to claim 1, wherein thetravel environment determination unit determines a friction coefficientof a road on which the vehicle is traveling, based on the imageinformation captured by the camera, and the control unit changes thethreshold of the acceleration sensor to a lower value in accordance withthe friction coefficient.
 6. The on-vehicle control device according toclaim 1, further comprising a storage unit that stores the travelenvironment determined by the travel environment determination unit inassociation with the threshold, which needs to be changed to a lowervalue, of the behavior sensor, wherein the control unit reads thethreshold, which needs to be changed to a lower value in accordance withthe travel environment, from the storage unit and changes the threshold.